This Is the Most Wanted Car in America (and It’s Not Even Close).

[Lionfish]

Of course, there would be. The pollution mobiles you love are poisoning the planet.
Gas prices are controlled by energy companies and speculators. OPEC is a huge factor. You make statements bout gas prices that simply cannot be defended.

Nordy, you just blather bullshit.

 

[RB 60]

The Boss had a roof but no room under the hood for air conditioning.
Still a landmark machine for sure, however.

No, it didn't. Back in my younger days, I put a 600 HP 429 Cobra Jet (Super Cobra Jet heads) in a '67 Mustang fastback. Had to cut the shock towers and reinforce them and move the motor mounts. Lots of long nights, cuss words bloody knuckles and beer, but damn, was it fast! But no, no A/C.

But the 429 Boss was always my favorite.

 

[ptif219]

My favorite car of all time

still a bit out of my price range 53 years later

I want a 1966 Niva SS with the L79 327 CI puts out 350 horse from the factory with a factory 4 speed

 

[ptif219]

900 miles on a charge? How Toyota's solid-state battery tech could revolutionize EVs

At a technical briefing in early July, Toyota announced that it has made a breakthrough in battery technology that will allow it to eventually create batteries that offer a whopping 745 miles of range on a single charge — and that it’s aiming to create a battery that would give an electric car 900 miles of range.

What is a solid-state battery?
The way a conventional battery works is quite simple. It has a cathode on one side and an anode on the other. Generally, batteries create a reaction by causing electrons to flow from one side to the other, which in turn creates a circuit and powers your device.
To date, EVs have used essentially the same kinds of batteries as those used in our phones, smartwatches, and so on. In these batteries, the cathode and anode live right next to each other, separated by a porous plastic membrane that allows the liquid electrolyte solution to flow from one side to another, generating current.
A solid-state battery keeps the fundamentals — it has an anode and a cathode, and it causes electrons to flow from one side to the other. But in a solid-state battery, the separator between the anode and the cathode is also the electrolyte.
The end result? A more energy-dense battery that allows manufacturers to fit more energy in smaller packages. Solid-state batteries are also much faster to charge — so you’ll spend less time waiting at electric car charging stations.

What does it mean for EVs?
If the tech truly does live up to its potential, it will be game-changing for electric cars. For Toyota, this means that it could produce cars that offer a range of up to 900 miles or more.

How often does it start on fire?

 

[Into the Night]

All batteries have an anode and a cathode. All batteries use an electrolyte. The electrolyte doesn't "flow" anywhere. It is simply a medium to conduct the transfer of electrons from cathode to anode. In some batteries, usually rechargeable ones, a grid or membrane is used to prevent the flow of atoms from cathode to anode, or reverse. Without it, the cathode would lose material that plates out on the anode, and when recharged, this process reverses. In a one use battery like say a zinc-carbon one, this process is one-direction and cannot be reversed.

So, it appears that all Toyota has done is invent a variant of electrolyte that also acts as a membrane. Hardly a "game changer." Range would still be dependent on the total ampere hours in the battery and the discharge rate. That doesn't change here. You could build a 900 mile range car today by simply putting a larger battery in it. None of that alters the fundamental flaw with EV's. The fuel isn't portable, and it is low density energy.

So, if you had a current tech battery that weighed 1000 lbs. and gave say 250 miles range, and this new battery gave 250 miles but weighed 500 lbs. that is an improvement in weight but not an improvement in portability or anything else. It also isn't "revolutionary" if you chose to keep the battery weight at 1000 lbs. and increase range to 500 miles.

This isn't a "game changer" but rather simply evolutionary not revolutionary.

The electrolyte is not used to conduct electrons at all. That's what the circuit you connect the battery to does. The electrolyte is used to conduct ions...particles MUCH bigger than any electron. It's why batteries heat up when they are charging or discharging. Ions are moving through the electrolyte.

Li-ion batteries are already solid state, AND use a membrane.

All Toyota has done is improve the manufacturing process.

Lithium still weighs the same per mole. It still produces the same joules per mole. The ONLY way to get better range is to use a bigger battery.

A 100Mj battery would weigh about 2000 lbs, making the vehicle heavier than my truck.
No, that sucker isn't going to handle a slalom course or a winding road well.

 

[Into the Night]

B]Electric Vehicles Are Way, Way More Energy-Efficient Than Internal Combustion Vehicles[/B]

Lie. They use about twice as much energy as a gasoline car.
B]Say you drop $5 on a gallon of gas—only about $1 dollar's worth actually gets you moving in a traditional ICE vehicle. [/B][/QUOTE]
Let's call it $3.50. The rest is taxes.

Out of the 8.9 million barrels of gasoline consumed daily in the U.S. on average, only 1.8 million gallons, or approximately 20 percent, actually propel an internal combustion vehicle forward. The other 80 percent is wasted on heat and parasitic auxiliary components that draw away energy.

You are describing numbers more akin to EVs. Gasoline cars achieve efficiencies more like 40-50%.

As the world begins its shift to EV proliferation, the good news is electric vehicles are far more energy efficient on the road.

Blatant lie. EVs use almost twice the energy of a similar sized gasoline car to go the same distance.

The vast majority of energy wasted in an ICE vehicle is through the heat the engine produces, which you can literally feel radiating from under the hood. About 5 percent is lost through parasitic engine components including the cooling system, which draws on the engine's own energy to help cool it down, about 4 percent is lost through the mechanical friction of the drivetrain and transmission components, and another 2 percent could be lost to auxiliary electrics like heated and powered seats, lights, and infotainment systems. In total, approximately 75 to 84 percent of the original gasoline's energy is lost.

Argument from randU fallacy. Obviously, you know nothing about engines either.

ALL heat engines work by moving thermal energy. That includes gasoline cars. ALL heat engines have a hot section and a cold section. The hot section in a gasoline car is the cylinders themselves. The cold section is outside air. Most of the thermal energy is dissipated through the exhaust system. This is the heat that is converted into mechanical energy to drive the car forward.

Without a hot section, the engine produces no power. Without a cold section, the engine produces no power.
The same is true for the engine in a power plant, BTW. That's what your EV depends on to run.

Gasoline cars can achieve about 40% or in some cases almost 50% efficiency. The hotter the hot section is in any heat engine, and the colder the cold section is in any heat engine, the greater it's efficiency. This is Carnot's law, which you ignore. Assuming ambient air temperature as the cold section, efficiency is improved by making the hot section even HOTTER.

In a theoretically perfect gasoline engine it could conceivably reach an efficiency of 87%. Materials being what they are (imperfect), the gasoline engine only gets 40-50%. Pretty damn good, considering. The rest is dissipated primarily through engine oil, and the last bit through and air or liquid cooling system. That number also includes any losses from the drive train and tire friction.

Compare that to only 31-35 percent energy loss in the average electric vehicle (average EV battery size is about 63 kWh), before factoring in potential recuperation from energy regeneration.

Energy loss is not calculated as a percent of anything. Unit error.

Its losses can be broken down into approximately 10 percent of the source energy from the grid lost in the charging process,

Argument from randU fallacy.

Charging an EV is done using a heat engine, just like a gasoline car. You are AGAIN ignoring the power plant. You are also ignoring heat loss from the generator and associated machine itself.
Transmitting that power first goes through transformers (liquid cooled with fans). All wires are also resistors. Even with the high voltage, a significant current is flowing on those high tension lines, being lost as waste heat. This can heat the wire so much it actually sags between the supporting poles. Overloaded lines (such as what the SDTC is depending on now) can sag so much they touch a tree or something and the circuit is shut off.

Each substation also has transformers, again liquid cooled, with fans. They convert power down to 7.2kV for distribution to homes and businesses. Those distributions lines carry even MORE current, again lost as waste heat.

Each home has a power transformer, oil cooled, but ambient radiators. More waste heat.
Charging an EV battery is moving ions through the electrolyte. That heats the battery...a lot. That means you can only charge it at a limited rate or the battery overheats and quite possible catches fire. A fair number of EVs plugged into charging stations were destroyed in just this way, burning other nearby cars and structures in the process.

Discharging an EV as you drive it also heats the battery (you are moving ions again, just the other way!). This is why EV batteries are liquid cooled and use radiators just like a gasoline car and for the same kind of reason. The motor has a LOT of current and induced counter currents running in the wiring. This heats up the motor quite a lot. This is why EV motors are liquid cooled, just like a gasoline car. EV motors are typically oil cooled.

EVs also have transmissions and tires, producing similar losses.

An EV is just a coal or natural gas powered car that winds up losing half the power it uses to the charging cycle (including losses from the power plant, numerous transformers, line currents, and of course, battery heating during the charge and discharge cycle and waste heat from the motor itself.

18 percent lost to the drivetrain motor components,

Nope. Included already. You cannot count it twice.

up to 4 percent lost to auxiliary components,

Nope. Cabin heat is free in a gasoline car. It doesn't require ANY additional energy. AC does consume power, about the same as that in any EV. The difference is that the AC compressor runs directly off the battery, reducing range significantly. Gasoline cars also experience reduced range, but they only require a few minutes to refuel as opposed to the hours required for an EV.

and another 3 percent lost solely from powertrain cooling and other vehicle systems.
Both types of vehicles experience losses here. You are making up this number as well, however.

TANSTAAFL. Argument from randU fallacies. Special pleading fallacy.

 

[Into the Night]

Without the idiot you voted for in office, gasoline should be less than $2.50/gal..

He seems to keep forgetting this with their own myopia and TDS.

Most vehicles easily top 20 mph in the city, you do the math Joe wet panties.

He is not discussing vehicle speed. He is discussing vehicle efficiency. He is making up numbers and using them as 'data'.

BTW you friggin moron, without oil, there would be no such company called Tesla, or any other manufacturer of any kind.

This is quite true. There would no lithium mining either...or shipping lithium ore to battery manufacturers...or HVAC for battery manufacturers...or shipping batteries to automotive manufacturers such as Tesla or GM...or shipping finished automobiles to their dealerships.

 

[Into the Night]

Today, 12:15 PM
LyinBitch
High Level of Alzheimers
This message is hidden because LyinBitch is on your ignore list.

 

[Into the Night]

more lies.

It was only once massive investment in roads were made and big technological advancements that ICE became a real contender for mass adoption.

WRONG! Roads existed long before ICE vehicles! ICE vehicles can go where there ARE NO ROADS as well! Indeed, ICE vehicles are used to MAKE roads now!

 

[Into the Night]

And yet this was the advancement being chased, with huge amounts of capital from automakers and Private equity that so many were theorizing was a wish casting hope that would never be developed into a commercial product. For years skeptics in the science field were doubting Toyota or anyone would achieve what they did but Terry hand waves it away saying 'no big deal'.

Toyota didn't achieve anything with a 'new battery'. It's marketing hype.

Li-ion batteries were invented in the mid 80's. They are still the same battery.

 

[Dutch Uncle]

Bulverism. Bigotry.

Bulverism fallacy. Bigotry.

Bulverism. Bigotry. False Authority.

bigotry, bulverism,

 

[T. A. Gardner]

WRONG! Roads existed long before ICE vehicles! ICE vehicles can go where there ARE NO ROADS as well! Indeed, ICE vehicles are used to MAKE roads now!

Indeed. Early ICE vehicles were built with greater ground clearance than today's are--except specialized vehicles like all-wheel drive off road ones. They were designed to use wagon and cart tracks as roads. In cities on the other hand, streets were usually already paved. There were also some paved roads in existence prior to ICE vehicles like The Lincoln Highway. Cobbled, concrete, or gravel road in most places early on.

A cobbled section of the Lincoln Highway today.

 

[Lionfish]

SPONTANEOUS COMBUSTION: A SERIOUS PRODUCT DEFECT

 

[Yakuda]

Electric is here to stay!

So is syphilis. You think "here to stay" is a good thing. This is why you're a dunce

 

[Dutch Uncle]

So is syphilis. You think "here to stay" is a good thing. This is why you're a dunce

^^^
Brain burned out from drugs. Now all he does is sit and spin in his shithole of a room.

Get help, Yak, before you hurt yourself or someone else.

 

[Joe Capitalist]

Subaru updates EV strategy

A day after a report claimed Toyota would begin building a new three-row Subaru electric SUV at its manufacturing facility in Georgetown, Kentucky, in 2025, Subaru is now stepping up to the plate.
Subaru’s president and CEO, Atsushi Osaki, announced the new electrification plans Wednesday after releasing its quarterly results.
Osaki drastically adjusted the automaker’s strategy, calling for a 50% BEV share, or 600,000 unit sales in 2030. In the US, its largest market (roughly 70% of sales), Subaru is now aiming to sell 400,000 EVs in 2028.
This is a big difference compared to Subaru’s previous plans of 40% EV and hybrid share (combined). Rather than 60% ICE sales, Subaru now aims for a 50/50 BEV to HEV mix.
Subaru plans to begin in-house EV production in 2025, adding dedicated EV production lines around 2027. In the US, Subaru will begin EV production around 2027.

 

[RB 60]

Joey would wet panties

 

[Lionfish]

Subaru updates EV strategy

A day after a report claimed Toyota would begin building a new three-row Subaru electric SUV at its manufacturing facility in Georgetown, Kentucky, in 2025, Subaru is now stepping up to the plate.
Subaru’s president and CEO, Atsushi Osaki, announced the new electrification plans Wednesday after releasing its quarterly results.
Osaki drastically adjusted the automaker’s strategy, calling for a 50% BEV share, or 600,000 unit sales in 2030. In the US, its largest market (roughly 70% of sales), Subaru is now aiming to sell 400,000 EVs in 2028.
This is a big difference compared to Subaru’s previous plans of 40% EV and hybrid share (combined). Rather than 60% ICE sales, Subaru now aims for a 50/50 BEV to HEV mix.
Subaru plans to begin in-house EV production in 2025, adding dedicated EV production lines around 2027. In the US, Subaru will begin EV production around 2027.

Joey wets panties,

 

[Into the Night]

Subaru updates EV strategy

A day after a report claimed Toyota would begin building a new three-row Subaru electric SUV at its manufacturing facility in Georgetown, Kentucky, in 2025, Subaru is now stepping up to the plate.
Subaru’s president and CEO, Atsushi Osaki, announced the new electrification plans Wednesday after releasing its quarterly results.
Osaki drastically adjusted the automaker’s strategy, calling for a 50% BEV share, or 600,000 unit sales in 2030. In the US, its largest market (roughly 70% of sales), Subaru is now aiming to sell 400,000 EVs in 2028.
This is a big difference compared to Subaru’s previous plans of 40% EV and hybrid share (combined). Rather than 60% ICE sales, Subaru now aims for a 50/50 BEV to HEV mix.
Subaru plans to begin in-house EV production in 2025, adding dedicated EV production lines around 2027. In the US, Subaru will begin EV production around 2027.

A Subaru EV is already in production Commie. It's not selling well.

 

[Lionfish]

There's still many MAGA morons denying it. Of course, DENIAL is their middle name.

Most cars still cost more to charge than to fill up with gas